Welded railway car



Sept. 27, 1927.

W. N. OEHM ET AL WELDED RAILWAY cm 3 Sheets-Sheet 2 Filed July9. 1926 ELL /5 14/ 72 57 Sept. 27,1927. 1 643,416 W. N. OEHM ET AL WELDED RAILWAY CAR Filed July 9, 1926 5 Sheets-Sheet 3 Patented Sept. 27, 19 27.

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WILLIAM N. UEEM AND ELLIS W. TEST, OF CHICAGO, ILLINOIS, ASSIGNQRS TO PULL man CAR MANUFACTURING CORPORATION, OF CHICAGO, ILLINQIS, A. COEIEUFIA- UKON OF ELINQIS.

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. Application filed 51111137 9, 1926. Serial Ito. 121,369.

, @ur invention relates to railway cars made up of a plurality of bodypanels secured together to provide the floor and side wall elements of the car structure, andcono'sists in certain improvements in the methods of joining the various parts.

The invention further consists in. so arranging and fabricating the panels as to permit the use of portable welding machinlll cry for connecting the panels with the subtraming and the minor elements ofthe car structure.

Another object of the invention is to so dispose and assemble the. parts to be con- 15 nected that the operations for electrically welding the various parts will be facilitated.

The foregoing and other objects are at-' tained by the construction illustrated in the accompanying drawings, in which' Fig. 1 is a plan view of a car built in accordancewith the invention; V

Fig. 2 is a side elevational; view thereof; Fig. this an endview of the'present embodiment of the invention; i

Fig. 4. is a dual view showing at the left a cross-sectional view on line 4. l of Fig. 2 looking in the direction indicated by the arrows and illustrating the crossbearer, panel, and center sill assembly, and at the right a similar view taken on line l -4 of Fig. 8 at the bolster position and looking in the direct-ion indicated by the arrows;

Fig. 5 is a transverse cross-sectional view through the bolster taken on line 55 of 85 Fig. 4 showing the method of assembling the panel floor sections with the holster dia-- phragms and cover plates and looking in the direction indicated by the arrows; J Fig. 8 is a similar view taken on line 6 6 e0 oil-Fig. 4 looking in the direction indicated by the arrows and showing the method of assembling the panel. floor sections with cross-bearers and cover plate;

Fig. 7 is a section taken horizontally t through the panel wall sections at one of the joints thereof on line of Fig. 4

. looking in the direction indicated by the arrows; i

Fig. 8 is an end view of the bolster showso ing' the assembly thereof with the floor and wall panels;

Fig. 9 is a section through one of the floor and wall panels of the car;

, 1g. 12 is asection through the joint of the two piece panel taken on line 1212 of Fig. 11 looking in the direction indicated by the arrows; v

Fig. 18 is a plan of the framing joint between the wall and floor panel sections indicated in Fig. 11 with a portion or the wall sect-ion broken away;

Fig. it is a view similar to Fig. 4L but showing wall panels assembled with floor plates supported upon a side sill member and door beams, and a gusset connection and wall stiffener;

Fig. is a section taken horizontally through the panel wall sections at the gusset plate on line 15-15 of Fig. 14 looking in the direction indicated by the arrows.

Fig.16 is a section through a common form of face plate upon which the .parts are assembled and secured for welding, and showing the floor and side wall sections clamped thereon with their flanges depending, and

Fig. 17' is a section through face plate and? panel section showing the abutting side flanges oi the sections entered in one of the grooves of the face plate.

In the present embodiment of the improvement a steel'gondola car with fixed walls and bottom has been chosen to illustrate the application of the invention but obviously the improvement may be adapted to hopper cars and cars of the so-called general service type, and box cars, with equal facility. In the drawings, 10 and 11? represent respectively the center sills and bolsters and 12 the crossbearers'of the car undeli-frame. Connecting the sill members and constituting the top chord of the center sill structure is a floor member 13 indicated as a channel arranged with its flanges 1 1 depending and secured to the upper margins of the sills 10 and its web forming a portion of the car floor area. The center sills are further strengthened bythe usual bottom angles 15 constituting the bottom chords of the sill structure and supplementing the top chord 13 as a connection for the crossbearer and bolster members of the underframe. As parts of the center sill structure and arranged at the cross bearer positions at intervals along the bottom chord angles 15 are sill separators 16 shown as pressed diaphragms secured to said angles and the sill webs. The center sills 10 extend beyond the bolsters 11 and preferably the --full length of the car as shown to provide attaching means for a striking casting 17 as shown in Fig. 3 of the drawings. The bolsters are made vup in part of pairs of diaphragms 18 arranged on opposite sides of center sill 10 and include bolster filler and center sill separators 19 secured to the webs and chord members of the center sill structure as best shown in Fig. 4 of the drawings. The ends of the bolsters are closed and reinforced by pressed pieces 20 arranged between the bolster diaphragms 18 with their flanged portions 21 directed outwardly and secured to the webs of the cliaphragms as best shown in Figs. 4 and 8. Underlying the bolsters 11 and cen ter sills 10 are the customary reinforcing cover plates 22 extending preferably the full length of the respective bolsters and to which are secured the usual center plates 23 and side bearings 24, the cover plates serving'to connect the bolster diaphragms 18 to each other and the center sills 10..

Similar cover plates 25 are employed at the main crossbearer positions to connect crossbearer diaphragmsl2 and center Slll. sep: arators 16 to the center 81118 as shown in -Figs. 2 and 4.

The construction thus far described constitutes the subframing of the superstructure to be presently outlined and embodies all of the characteristics of underframes hereto.- fore used with respect to its capacity to withstand shocks of impact and transmit -these stresses along its principal longitudinal sill member 10 and to transfer the loads imposed at the end of the bolster and cross bearer elements to said center sill, but differs therefrom in the arrangement of said parts to adapt them to the superstructure framed.

'* flanges 33 and end flanges 34 designedto be secured to andengage members of the sub- ;framing. The sections may be and preferably are reinforced in their respective wall and floor panel areas bycorrugations 35 having their greatest, depth at the bend-in the-panels and tapering thence into th'body of the panel sheets as shown in Figs. 1, 2 and 9. t 5 r v At the upper margins of the panels are positioned the usual top chord angles 36 for connecting the panels and to brace the car wall longitudinally and against bulging; the panels are further stifl'ened. by their respective side marginal flanges 33 extending from the top chord angles 36 to end flanges 34 at the center sills as'shownin Fig. 4; these flanges 33 supplant the usual side stake members heretofore employed and provide the requisite connection between the superstructure and-subframing of the car. At the junction of the floor and side walls indicated by the bend in the several panels additional plates 37 are fitted to the contour of the bend to provide greater rigidity at these points to withstand stresses of poling and impact to which this portion of the car body may be subjected. To further brace the side wall portions '32 of the car body they are joined at their respective ends and held in spaced relation by means of steel end panels 38 extending from side to side of the car and secured to the contiguous edge flanges 33 of the adjacent wall panels 30.

The end panels, like thoseof the side walls,

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are preferably reinforced by corrugations 39 and fitted with top chords 40; the ends are further connected to the side walls through the medium of corner gussets 41 secured to the top chords as best shown in Fig. 1 of the drawings to insure the rectangular relation of side and end walls.

' Instead pf applying a separate late 37 at I the junction of t e floor and si e walls it may be desirable to form thejsections 30 of separate floor and wall panels 42 and 43 re spectively and overlap them at the corners as shown in Figs. 11, 12 and 13; when thus assembled the wall panels.43 and floor panels 42 are .formed at their respectively contiguous overlapping zones with curved por' tions 44 in nested relation and provide a corner having a section of greater area than elsewhere in the panel. In this, and the preferred embodiment shewn in Fig. 4, suitabletop cover plates 45 are laid upon the floor of the car at the joints between the V panels 30 to connect the opposite sides of the car body and the respectively adjacent panels as shown in Fi 's. 1, 5 and 6.

K In the further modification shown in Figs. 14 and 15, the subframing employed to support the superstructure involves the use of side sill members 46 arranged to directly support the floor plate 47 and superposed side wall panels 48 and the usual floor beams49 to support the floor area between the centersills and car side; since in this embodii'nent the side, marginal flanges 50 do ,not extend into the floor-area. as in the other modifications to provide the connection to the subframing, inside gusset plates 51 are insertedin the wallbetween adjacent panels and connected to the floor beams 3 4 to the center sills 1.0 as indicated at T metal are wel to the plates 32 along the edge of flange 9 as .indicated at 8 in Figs. "4 and 16 of the 49 to'brace said wall against a load within the car and provide connection with subframing. l

The described construction may be varied in any desired degree and is made up in greater part of pressed steel members which,

with other parts of the car structure, are disposed with their connecting flanges presented outwardly or ,so arranged that they may be conveniently reached by the welding machinesrthe construction also lends itself to the several systems of welding employed in assembling the various units as willh'ereinafter appear.

In the assembling; operation the various parts entering'into the construction of the side wall and floor portions 32 and 31 are first grouped in an erection jig or upon a suitable face plate 60 as shown in Fig..16, and firmly clamped in position with the outer face of the side wall portion 32 lying flat upon the face plate and the flanges 33 entered in grooves 61 in the surface thereof one clamp A. holds the wall plates in position 'until thetop chord angle 36 is adjusted with its projecting flange over an edge of the face plate as shown or in a groove 61 and its engaging flange 9 overlying the several plates; another clamp B is used to obtain positive contact between said flange 9 and wall plates 32 where'urgm the parts are ready to be welded. I The weldin operation is initiated by ding the top chord angles 36 drawings; the metal arc welding operation is carried out by the use of metallic electrode C brought to a melting temperature by the heat of the electric arc,'ti1e liberated metal of the electrode being deposited in any desired quantity at. the welding points 'on the car. The longitudinal corner plates 37 are similarly attached to the sections 30 and supplement the respective top chord angles 36, the sections to be further connected along their respective inner flanges and 7 in Fig. 4. After the bottom chord sill angles 15 have been applied as indicated at 6 and 6' to the Web of the center sill 10, that group as a unitis metal are welded along the upper margin of the sill plate to the 'respectively adjacent flanges 14 of the channel section 13, as indicated at 5-5, Fig.

4, whereupon the crossbearer and bolster diaphragms 12- and 18 respectively are welded to the sill plate and to contiguous flanges 33 i of the adjacent sections, the 'diaphragms being crimped at their inner upper corners to provide flange ockets 26 and 27 as best shown in this flgure to accommodate the respectively adjacent inner flanges 34 of the sections. Upon completion of the metal are weldingoperation, the engaging surfaces of the parts comprising this group are then full-welded to further and completely unite the several parts, the group position on'the face plate being shifted as required by the welding operations.

When assembled and connected as above outlined, the groups thus constituted cornprise two separate units complete in themselves to'provide the floor and side wall portions on opposite sides of the center sill; the units are finally connected by .the sill chord and" floor member 13, the sill separators 16, and the bolster and crossbearer top and bottom cover plates as shown in Figs. 1 and 4, and end wall panels 38 as before describe lit will be noted that a construction has been provided in which comparatively few parts are required, and such parts capable of beingso fabricated and assembled as to render all parts accessible for weldin and other purposes. The intimate connection "of the subframing and superstructure provides a rigid construct-ion having a low center of,

gravity andcapable of withstanding cornering and other impact shocks without distortion. The arrangement lends itself to constructions involving the use of dumping doors in the floor or car sides as above stated, the use of pressed L-shaped panels permitting the disposition of the wall stiffening flanges at the customary side stakepositions with ample room between them for the reception of drop doors in the floor area or outwardly swinging doors in the car sides, as

will be understood.

What we claim is I 1. A welded railway car comprising a pair of superstructure units arranged in spaced subframing assembly framed with and welded to said superstructure units and providing the floor area intermediate said units.

4. In a railway car, aplurality of superstructure units spaced apart and comprising respectively a roup of connected panels bent to provide sidis wall and floor elements of the car, and an intermediate subframin framed with and welded to said units. a

5. In .a railway car, a pairofsficr structure units arranged in spaced para lel relation and comprising each a plurality of con nected panels bent to prouide side wall and floor elements of the car, and an intermediate subframing framed with and welded to said units.

6. In a railway car, a plurality of superstructure units spaced apart and comprising each a group of connected panels bent to provide side wall and floor elements of the car, and an intermediate subtraming constituting a portion of the floor area of the car and having portions framed with and underlying said panels. a

7. in a railway car, a pair oil superstructure units arranged in spaced parallel rela tion and comprising each .a plurality oil flanged panels bent to provide side wall and floor elements or the car, a center sill structure extending longitudinally of the car between said panels, and transversely extending members arranged on opposite sides of said sill and underlying the panels 8.. in arailway car having a center sill and transversely extending members on opposite sides of said sill, a plurality of t,- shaped panels having side and sill adjacent marginal flanges, said panel flanges being adapted tor members. I

9. in a railway car having a center sill constituting a portion oil the car floor, a pair 01E superstructure units arranged in spaced parallel relation and comprising each a positive engagement with said plurality of connected panels bent to provide side wall and floor elements terminating at the center sill, and means connecting said units together and to the center sill.

l0. ln a railway car having a. center sill, a plurality of lL-shaped panels providing the 'floor and side wall elements terminating at said sill, and means connecting said units together and to the center sill.

11. In a railway car having a center sill constituting a portion of the floor area, a plurality of connected panels bent to provide side wall and floor elements on opposite sides of and terminating at the center sill, oppositely extending transverse members projecting from said sill and underlying said panels, longitudinally extending reinforcing plates traversing a plurality of said panels at the bend in the panels, and top cover plates extending between said reinforcing plates and above said transverse members, said. cover plates conhecting said panels together and to the center sill.

12. In a railway car having a center sill constituting a portion of the floor area, a

intents plurality of L-shaped panels providing the nally extending top chord members traversing and uniting said side wall elements along the upper margins of said panels, said panels having continuous side marginal stitl'ening flanges and intermediate reinforcing corrugations extending from said top chord members to the center sill.

l l. In a railway car having a center sill constituting an intermediate floor portion, a plurality of connected panels bent to provide floor and side wall elements on opposite sides of and terminating at the center sill and having continuous side marginal stifl'ening and connecting flanges, end wall panels secured to the contiguous flanges oi the respectively adjacent panels, and longitudinal top chord members traversing and uniting said side wall elements along the upper margins of said panels and connecting said end wall panels. 7

15. In a welded railway car having a plurality of connected side wall panels flanged along their contiguous edges, a longitudinal sill member, floor plates between said panels and sill, transversely extending members underlyingsaid floor plates, and connections between said transversely extending members and side wall panels.

16. lln. a welded railway car having a plurality ot' oppositely arranged panels bent to provide floor and side wall elements oi": the car, a center sill extending longitudinally of the car intermediate said panels, and means connecting said panels together and to the center sill, said panels having relatively greater cross-sections at their bends than elsewhere in the panel area.

In witness whereof we have hereunto set our hands this 28th day of J une, '1926.

WILLIAM NFOEHM. ELLIS w. 'rnsr 

